Train-stopping apparatus.



A. M. WORDEN.

TRAIN STOPPING APPARATUS.

APPLICATION FILED APR.4.19I6.

Patented May 29,

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A. IVI. WORDEN. mAmsoPPlNc APPARATUS.

APPLICATION FILED APR.4, 19.1-6. l 922'7'9866B Patented May 29, 1917.-

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Anniv M. WORDEN, or Pnonmx, ARIZONA.

TRAIN-STOPPING APPARATUS.

Specification of Letters Patent.

Patented May 29, 193W.

To (ff/.Z 1f/1,0721, et may concern:

it known that l, Amin M. VORDEN, a citizen of the United States, residing at Phoenix, in the county of Maricopa and State of Arizona, have invented new andl useful Improvements in Train-Stopping Apparatus, of which the following is a specilication.

This invention relates to improvements in train stopping apparatus and has particular application to apparatus for automatically applying the brakes after the train has traveled a predetermined distance.

ln carrying out the present invention, it is my purpose to provide train stopping apparatus whereby the air brakes will be automatically applied after the train has traveled a predetermined distance, as the length of a block or section, so as to prevent the train from running into the next block or section, and wherein such apparatus may be held against operation by the engineer so that the train may continue to travel from block to block along the trackway as long as the engineer is watching the signals in the automatic apparatus.

With the above and other objects in view, thc invention consists in the construction, combination and arrangement of parts hereinafter set forth in and falling within the scope of the claims.

In the accompanying drawings;

Figure 1 is a diagrammatic view of train stopping apparatus constructed in accordance with the present invention.

Fig. 2 is a sectional view through that portion of the apparatus under the control of the drive wheels of the engine.

Fig. 3 is a similar view taken at right angles to Fig. 2.

Fig. 4 is an enlarged sectional view through the cab portion of the apparatus.

Fig. 5 is a similar view taken at right angles to Fig. 4.

Referring now to the drawings in detail, 1 designates one of the drive wheels-of a locomotive, while 2 indicates a supporting frame suitably secured to the frame of the locomotive and supported thereby and arranged in line with the axle of the wheel 1 and upon the outer side of such wheel. Mounted in the frame 2 in axial alinement with the axle of the wheel l is shaft 3 and rotatably mounted upon the inner end of the shaft 3 is a disk 4 having the outer face thereof, that is, the face opposite from the wheel l, equipped with a spiral rib 5. Fastened to the inner face of the disk 4 is an arm 6 having one end projecting beyond the periphery of the disk 4 and fastened to the connecting rod pin of the wheel 1 so that in the rotation of the wheel 1 a. similar movement will be imparted to the disk 4 to revolve the latter about the shaft 3. Also journaled in the frame 2 and arranged at right angles to the shaft 3 and upon one side thereof is a shaft 7 and keyed upon the shaft 7 is a worm wheel 8 meshing with the spiral rib 5 on the outer face of the disk 4 so that in the rotation of the disk 4 rotary motion will be imparted to the sh aft 7 through he medium of the rib 5 and the worm 8.

Connected to one end of the shaft 7 by means of a universal joint 9 is one end of a shaft 10 extending into the cab of the locomotive and preferably, although not necessarily, of the iexible type. The eab end of the flexible shaft 10 is connected to one extremity of a horizontal shaft 11 journaled in suitable horizontally alining` bearings and fixed upon the shaft 11 is a spur gear 12, while loosely mounted upon the shaft is one end of lever 13 equipped with a toothed sector normally in. mesh with the gear 12 so that in the rotation of the gear 12, the lever 13 will be swung. The toothed sector 14 is under the control -of a hand piece 15 pivoted upon the lever 13 and connected to the sector 14 in some suitable manner so that the sector mav be disengaged from the gen1.l wheel 12 so that the arm 13 may be moved on the shaft irrespective of the rotation of the shaft and the gear 12. Also fast upon the shaft 11 is a roller 16 having the periphery thereof formed with a groove 17, while rotatably mounted upon the pin carrying the sector 14 is a roller 18 disposed above the roller 16 and having the periphery thereof formed with radial pins 19 adapted to engage in the groove 17 in the roller 16. Arranged upon one side of the shaft 11 and disposed one above the other r1re shafts 20 and 21 respectively mounted in suitable supports. Mounted upon the shaft 20 is a drum 22, while arranged upon the. shaft 21 is aV drum 23 and wrapped about the drum 23 is one end of a paper tape 24 having the re maining end thereof carried around the roller 16 and wrapped about the drum 22. 25 designates a spring secured to the drum 23 and the shaft 21 acting to hold the tape 24 taut. Keyed upon the shafts 11 20 and 21 are spur gears 26 respectively meshing with one another so that the drums 22 and 23 will be rotated in the rotation of the shaft 11 to feed the tape onto the drum 20 from the drum 23 and over the roller 16. The tape passing over the roller 16 is in engagement with the pins 19 in the periphery of the disk 18, thereby punching the tape. Arranged in the path of movement of the lever 13 is a bleed valve 27 connected in the train pipe and after the train has traveled a certain distance the lever 13 engages the valve 27 and opens the latter to effect an application of the brakes. Secured to the lever 13 is a pointer 2S movable over a strip 29 marked off and numbered to indicate miles.

In practice, the shaft 11 is rotated from the driving wheel of the engine through the medium of the shaft 10, the shaft 7, the worm 8, the spiral rib 5, the disk l, and the arm 6 connected to the connecting pin on the drive wheel. As long as the sector 14 lis in engagement with the gear wheel. 12, the lever 13 swings through an arc in the travel of the train and the rate of movement of the lever 13 is approximately one inch to every mile traveled by the locomotive, although, of course, this ratio may be varied. In the travel of the train the lever moves toward the valve 27 and when the train has traversed a predetermined number of miles the lever 13 engages the valve 27 and opens the latter so that the brakes will be applied to stop the train. However, should the engineer be advised that the track ahead is clear he may restore the lever 13 to normal position, by disengaging the sector 14 from the 'gear 12 and swinging the lever 13 in the reverse direction, so that the train may continue to travel over the track. By means of the pointer 2.8 and the -scale 29 the engineer will be at al'l times advised as to the distance traversed by the locomotive since the lever was restored to normal position.

In the rotation of the sha-ft 11, the paper tape is fed from the drum 23 onto the drum 22 and the pins 19 punch the tape to indicate the number of miles traveled by the locomotive.

While I have herein shown and described the preferred form of my invention by way of illustration, I wish it to be understood .that I do not limit or confine myself to the precise details of construction. herein described and delineated, as modification and variation may be made within the scope of the claims and without departing from the spirit of the invention.

I claini:

1. In automatic train stopping apparatus,

the combination with a valve connected in the brake pipe and normally closed, of a lever capable of swinging movement toward said valve and adapted to engage the valve to open the latter, a shaft, a connection between said shaft and lever whereby the latter may be swung in the rotation of the shaft and operable to disconnect the lever from the shaft so that the lever may be restored to normal position, driving connections between said shaft and one of the drive wheels of the engine whereby the shaft will be rotated at lessspeed than the drive wheel of the engine so that the lever may be swung to open the valve after the train has traversed a prescribed distance.

2. In automatic train stopping apparatus, the combination with a valve connected in the brake pipe and normally closed, of a lever capable of swinging movement toward said valve and adapted to engage the valve to open the latter, a shaft, a connection between said shaft and lever whereby the latter may be swung in the rotation of the shaft and operable to disconnect the lever from the shaft so that the lever may be restored to normal position, driving connections between said shaft and one of the drive wheels of the engine whereby the shaft will be rotated at less spee'd than the drive wheel of the engine so that the lever may be swung to open the valve after the train has traversed a predetermined distance, and means associated with said lever for indicating the number of miles to be traveled by the train before the lever opens said valve.

3. In automatic train stopping apparatus, the combination with a valve connected in the brake pipe and normally closed, of a lever capable of swinging movement toward said valve and adapted to engage the valve to open the latter, a shaft, a connection between said shaft and lever whereby the latter may be swung in the rotation of the shaft and operable to disconnect the lever from the shaft so that the lever may be restored to normal position, driving connections between said shaft and one of the drive wheels of the engine whereby the shaft will be rotated at less speed than the drive wheel of the engine so that the lever may be swung to open the valve after the train has traversed a predetermined distance, and means driven from said shaft for recording the number of miles traversed by the train.

In testimony whereof I aliix my signature in presence of two witnesses.

ADEN M. VO'RDEN.

lVi tnesses JOHN L. GUsT, ADA R. Gns'r.

Copies df this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. C. 

